dayies



(No Model.) 4Sheets-Sheet 1. J D DAVIES CABLE RAILWAY.

N0. 411,762. Patented Sept. 24', 1889.

Affssf JTVEJ? fur @(M W im m". Washmgiun. n. c

(No Model) 4 Sheets-Sheet 2.. J.D. DAVIES. CABLE RAILWAY.

No. 411,762. Pateflted Sept. 24, 1889.

.777 Van/271 n fi?w. iw i N PETERS. Phom-Uthcgnpkcr Wuhingwn. DJ;

' 4 Sheets-Sheet a.

(No Model.) J. D. DAVIES CABLE RAILWAY.

N0. 411.762. Patented Sept. 24, 1889.

7 J12 VEnZ'ur .417! Q I Q QWW 5%?22 W 4 Sheets-Sheet '4.

(No Model.)

J. 11. DAVIES. GABLB RAILWAY.

No. 411.762. Patented Sept. 24, 1889.

.N. PETERS. PlwloLithognphor, WuNnglmifl. C.

UNITED STATES PATENT FFICE.

JOSEPH D. DAVIES, OF CINCINNATI, OHIO, ASSIGNOR OF ONE-HALF TO HENRYMARTIN, OF SAME PLACE.

CABLE RAILWAY.

SPECIFICATION forming part of Letters Patent No. 411,762, datedSeptember 24, 1889.

Application filed November 24:, 1888. Serial No. 291,807. (No model.)

To aZZ whom it may concern.-

Be it known that I, JOSEPH D. DAVIES, a citizen of the United States,and a resident of Cincinnati, in the county of Hamilton and State. ofOhio, have invented certain new and useful Improvements in CableRailways, of which the following is a specification.

The object of my invention is to use a silent cable-that is, the cablelies dormant in the cable-conduit, no power being applied The cable" iswound around drums or sheaves, preferably under the cable car, saiddrums or sheaves being revolved by suitable mechanism, which mechanismis attached to each car, the cable being picked up from the conduit aseach car passes along. The cable is wound taut around these drums orsheaves under the car, and power being applied to one of said drums orsheaves revolves the same, and the cable being wound around said sheaveis forced to travel in grooves in said sheaves, said cable also passingto another grooved drum or sheave under the said car and imparts motionto said sheave. Thus the cable is kept constantly traveling in thegrooves in the sheaves, keeping said sheaves in constant motion, and oneof said sheaves being attached to the axle of the car said axle,carrying the wheels, is revolved. Thus motion is imparted to the car. Ipreferably apply the power through the medium of an electric motorplaced on each car, the electric current being furnished in any suitablemanner, either from a storage-battery in each car, through the conduit,or by an overhead system. I may, however, obtain power by any othersuitable means attached to the car.

By the use of my invention or system any undue strain on the cable isprevented, and the wear is regular and even over the cable, preventingstranding and lengthening the life of the cable. By the use of myinvention should the motive power be impaired or break down, no accidentwill follow, as the car will stop.

In using this system a shallow conduit may be used, dispensing with theexpensive construction now used. I dispense with the use of grips.Should the cable break at any point, it does not necessarily stop allthe cars, as is the case in the construct-ions now in use.

In the accompanying drawings, forming part of this specification, Figure1 is a side view of a cable car with my improved mechanism attachedthereto, part of the car being broke away to show the motor. Fig. 2 is abottom view of the car and trucks with my improved mechanism attachedthereto. Fig. 3 is a sectional view of the conduit and cable used in mysystem. Fig. 4 is a sectional view of the conduit, with suitableelectrical gripping mechanism shown to grip the cable and hold it downin the conduit where the construction passes through gullies or valleysand where there would be a tendency for the cable to lift out 'of theconduit. Fig. 5 is a view of this same gripping mechanism when operatedby hand. Fig, 6 is a view of a curved rail used by me on a curve to keepthe cable from pulling out. Fig. 7 is a top view of switch or turn-tablemechanism, the turn-table being in a position to allow the car to passonto it. Fig. 8 is a top view of the same mechanism, the turn-tablebeing in a position to allow the car to pass off. Figs. 9 and 10 areside views of two modified forms of sheave mechanism which I may employ.Fig. 11 is a side view of one form of brake mechanism which I preferablyuse in connection with my system, and Fig. 12 is a top view of saidmechanism.

To the bottom A of the car I attach suitable hangers A. In these hangersare journaled the grooved sheaves or drums A These grooves on saidsheaves A are preferably made of a form so as to allow the cable to fitthem snugly. To one of the sheaves A I rigidly attach a pulley A overwhich the belt A works, said belt also passing over the belt-wheel A onthe motor B. By this beltconnectio'n mot-ion is imparted to the sheavesA I may, however, transmit power to said sheaves in any other suitablemanner.

The cable B is wound in the grooves of the sheaves A as shown in Fig.2thatis, over the grooves in each sheave A that lie in the same line,then under the sheave over which it has last passed, cutting across tothe adjacent groove, over which the cable has already passed, then againover the grooves in the same line on each sheave, and so on, passingover as many grooves as is desired.

To increase or diminish, the tension of the cable on the sheaves A Iprovide suitable adjusting mechanism, preferably doing the same asfollows: One of the hangers A is slotted at 13 so as to allow thejournal-box B, carrying the short shaft B on which is mounted one of thesheaves A to slide or inove therein. To thejournal-boxB or to the shortshaft B I attach an arm B to the other end of which arm I attach one endof a spring B. The other end of said spring B is attached to the box 0.A set-screw 0 passes through and works in a female-threaded opening insaid box 0. By turning said screw 0' in the proper direction, eitheraway from or toward the piece 0 it operates the box C, spring B, arm Band the shaft B carrying the sheave A forward or backward, consequentlyeither tightening or loosening the cable on the sheaves A thus makingthe tension greater or less. The cable is kept in proper line by theguide-pulleys O", which are hung from the axle, as shown in Fig. 1.Ipreferably use them at both ends of the car.

I preferably make the sheaves A wide, as shown, so as to prevent thecable leaving the said sheaves, and, when desired, I may place ridges onsaid sheaves A to prevent said' cable from slipping off.

' The motor 13 transmits motion through the belt A to one of the sheavesA (see Figs. 1 and 2,) and the cable being wound around both sheavesmotion .is imparted to the other sheave A Thus said sheaves are kept inconstant motion, and one of the sheaves A being mounted on the axle 0carrying the wheels, motion is imparted to said wheels and the car movesforward or backward. The power may, however, be applied to any of thesheaves or in any other suitable manner. Stopping the motor stops thecar.

In Fig. 9 I show the cable 13 passing over two sheaves A as shown inFig. 1, and under two sheaves C5. The sheaves ()are attached to theaxles, and the sheaves A are mounted, preferably, as shown in Figs. 1and 2.

In Fig. 10 I show the cable B passing over one large sheave A and twosmall sheaves D. Any other form or combination of sheaves maybeemployed. The grooves in the sheaves are .of such a form as to easilyfit the cable. WVhen desired, the axle carrying one of the sheaves maybe hunglowerin one of thehangers on one side.

In Figs. 11 and 12 Iil-lustratc suitable brake mechanism. To the bottomof the car I attach the screw-threaded sleeve D, through which passesthe shank D of the hand-wheel D. This shank is screw-threaded on itslower end. To the lower end of said shank D is pivotally connected alever D. Near its opposite end this lever D is pivotally connected to ahanger D fastened to the bottom of the car. D represents a curved ironband con nected at one end to the extreme end of .lever D and alsoconnected at its other end to said lever D some distance from the end ofsaid lever. To the band D are attached a series of wooden blocks E.NVhen itis desired to apply the brake, the wheel D is so turned as toscrew the shank D upward. This pulls the lever D upward, andconsequently tightens} the blocks E and band D around the sheaves A Byturning the wheel D in the opposite direction said brake isreleased. Thecable-conduit is made in sections, preferably of the contour shown inFig. 3that is, of a U shapehaving side flanges a. These sections of theconduit are preferably made of wrought-steel, and are anchored in anyconvenient manner. In the present instance I form the lower conduit insections to. These sections are united together in any suitable manner.I use a lower conduit for several reasons. I use it for drainagepurposes. The top conduit being very-shallow, itis necessary to keep itdrained. For this purpose I perforate the top conduit at a (see Fig. 3,)so that all water, snow, &c., will pass through into the lower conduit,from which it passes into a sewer. I also find this lower conduit useful when I use the gripping mechanism shown in Figs. 4 and 5. This lowerconduit may, however, bedispensed with. The top conduit is provided withthe upwardly-extending lugs a These lugs a act as guards and preventvehicles, &c., in passing over. the conduit from injuring the cable.

At a curve I usually placea curved rail, as shown in Fig. 6, on one sideof the opening in the conduit to assist in guiding the cable around thecurve.

WVhere the cable passes down into a gully or valley there would be anatural tendency of the cable to lift. It is therefore necessary to holdsaid cable down in the conduit until the car comes along. This Iaccomplish either automatically by electricity, as shown in Fig. 4, orby hand, as shown in Fig. 5. When this gripping mechanism is employed, Iform the top conduit of two pieces a and a of the form shown in Figs. 4and 5.

I construct and work the automatic device as follows: I provide a leverb, pivotally connected at its lowerend to the lower conduit at b. At itsupper end this lever 12 is provided with a jaw b The electricity istransmitted through the wire If, and through the conducting-strips b andb through the wire I) to the coil d. One end of this coil is connectedto the lever b by arm (1. So long as the current is not broken the jaw11 on the lever 19 will be gripping the cable, as shown in Fig. 4, andkeep the same in the conduit and not allow it to rise therefrom. Tobreak the current, I provide a rail (1 which works loosely in a slot inthe part a of the conduit.

The conducting-strip b is made of spring material, so that when thewheel X (see Fig.

4:) passes over said loose rail (1 said rail presses on said strip 6,pressing it downward, thus breaking the contact with theconducting-strip b and throwing the lever I) back, as shown in dottedlines in Fig. at, thus allowing the cable to travel over the sheaves Aon the car; but as soon as the wheel has passed over the extent of therail (2 said rail d returns to its normal position through the action ofthe spring connecting-strip 01 and the conducting-strip I), being madeof spring material, springs back and forms a contact with strip 17 andthe cable is again held in the conduit. I may also accomplish this byhand by providing a pull-rod h, which I attach at one end to lever 12and at the other end at h to a short arm k (See Fig. 5.) By turningwheel 72. in the proper direction the gear-wheel 72 will mesh with thegearwheel 72?, which is connected'to the short arm 71 and pull thebar h,and consequently pulls the lever 11 inward and grips the cable. Byturning the wheel in the opposite direction said pull-rod 71-, andconsequently the lever 17, is pulled outward, or away from the cable.

Switch or turn-table mechanism is shown in Figs. 7 and S, in whichfigures M represents the turn-table, M the tram-rails, and M the cable.The sheaves N, N ,N and N are preferably placed as shown, and are soshaped that while they guide the cable M they also allow said cable tobe easily picked up when the car comes along. These sheaves may,however, be differently situated.

When the car passes on the turn-table M, and after it reaches a certainpoint on said turn-table, the cable (being picked up and wound aroundthe sheaves A under the car) pulls in the direction of the arrow to theright in said Fig. 7, consequently revolving the turn-table to theposition shown in Fig. 8, allowing the car to pass off.

hat I claim as new and of my invention, and desire to secure by LettersPatent, is-

1. In cable railways, a silent cable wound around sheaves attached tothe car,thc cable passing around in grooves in both of said sheaves,said sheaves beingwidened, as shown, to act as guides should the cableslip out of the grooves in the sheaves, one of .said sheaves beingattached to the same axle on which one set of wheels are attached, incombination with suitable motive power attached to the car,substantially as set forth.

2. In cable railways,a cable wound around sheaves under the car, apulley attached to one of said sheaves, which sheave and pulley areattached to one of the axles of the car, in combination with a motorattached to the car, substantially as set forth.

3. In cable railways, a cable wound around adjust-able sheaves attachedto the car, one of said sheaves being mounted in the axle on which oneset of wheels are attached, in combination with a motorin the car,substantially as set forth.

4. In cable railways, cable B, grooved drums A motor B, belt A pulley Aand connecting parts, substantially as set forth.

5. In cable railways, a cable wound around sheaves attached to the car,suitable motive power connected to the car, in combinatlon with aturn-table operated automatically by the car, substantially as setforth.

6. In cable railways, a cable wound around sheaves attached to the car,and suitable motive power attached to the car, in combination with abrake consisting of band 1), blocks E, lever D sleeve D screw-threadedshank D and connecting parts, substantially as set forth.

7. In cable railways, a cable wound around sheaves attached to the car,and suitable motive power attached to the car, in combination with a Ushaped conduit having flanges a, substantially as set forth.

8. In cable railways, a silent cable passing over sheaves under the car,and suitable motive power attached to the car, in combination with adouble conduit, substantially as set forth.

9. In cable railways, a rail having a hooked portion 0. to guide thecable around a curve, in combination with a silent cable, substantiallyas set forth.

10. In cable railways, a cable wound around sheaves under the car, andsuitable motive power attached to the car, in combination with agripping-lever, as l), pull-rod h, and connecting operating mechanism,substantially as set forth.

11. In cable railways, a U-shaped conduit made in sections, providedwith flanges, as a, extending over to connect to the side arms of thelower conduit, substantially as set forth.

12. In cable railways, a U-shaped conduit made in sections andperforated, having flanges, as a, which extend over to connect to theside arms of the lower conduit, substantially as specified.

13. In cable railways, a lower conduit, in combination with pieces, as aand a substantially as and for the purposes specified.

14. In cable railways, a conduit provided with lugs, as a substantiallyas set forth.

15. In cable railways, a device for gripping the cable, consisting of alever, as b, pull-rod h,rod W, and connecting and operating mechanism,substantially as set forth.

16. In cable railways, a cable, cable car, a turn-table, and sheaves onsaid turn-table, and in combination therewith, as shown,said turn-tablebeing operated by the car passing onto it, substantially as set forth.

17. In cable railways, the combination, with a cable and cable car, of aturn-table, in connection with suitable sheaves N, N, N and Nsubstantially as set forth.

' JOSEPH D. DAVIES. Attest:

O. M. HILL,

En. STREHLI.

